JP2023181823A - Rail breakage detection device - Google Patents

Abstract

To provide a rail breakage detection device that can detect the presence or absence of a rail breakage state or a train on rail by applying an inspection signal different from a return-wire current to a rail track circuit unnecessary for impedance bond by shunting anytime the left and right rails of a pair of rails forming rail tracks of a railroad.SOLUTION: A rail breakage detection device comprises: a shunt line 22 etc. at the end of a section, attached to a pair of rails 11 and 12 etc.; a shunt line 21aa etc. within the section; a circuit forming member 30 connected to the line; a transmission unit 40 for transmitting an inspection signal to the line; a measurement unit 81 etc. for measuring a divided signal k1 etc. of the inspection signal from the line 21aa etc.; and unbalancing means 25. A determination unit 82 etc. includes: calculating an unbalance rate α based on the measurement values of a pair of divided signals k1 and k2 etc.; calculating a change rate γ per unit time from the change over time of the unbalance rate α; and choosing one from among an on-rail state, an off-rail state, and a rail breakage state according to the changes of α and γ.SELECTED DRAWING: Figure 1

Description

The present invention relates to a rail breakage detection device for detecting the breakage state of a rail on which a train runs and the presence of a train or the like on the rail.
Specifically, the present invention relates to a rail breakage detection device that determines a rail breakage state or a train presence state in a corresponding section based on the energization state of the energized section on a railway track consisting of a pair of rails.
More specifically, a test signal different from the return current (train current, electric car current) when the train is running is applied to the track circuit, which enables the left and right rails of the rail pair to be energized appropriately and eliminates the need for impedance bonds. The present invention relates to a rail breakage detection device that can detect the presence or absence of a train on the track in addition to the breakage state of the rail.

In addition, the information indicating the rail fracture condition includes the "unbalance factor α, which is the difference divided by the sum" and the "voltage ratio expressed in decibels" for the two measured values of the left and right rails (sea side rail/mountain side rail). Typically, the value is ``degree of equilibrium,'' but other calculated values such as the difference between the two measured values may be used as long as they are physical quantities or numerical values that represent the condition or degree of the equilibrium state or unbalanced state of the track circuit. These are collectively referred to as "equilibrium state value" or "equilibrium state value k0" in this application.

Conventional rail breakage detection devices using track circuits (see, for example, Non-Patent Document 1) have the advantage of being able to detect rail breaks even at night when no return current is flowing or during overhead line power outages. By transmitting a signal from one section end to the detection target section, transmitting the signal in a circular manner between the left and right rails, and receiving it at the other section end, the presence or absence of gauge voltage, that is, the presence or absence of voltage between the left and right rails, can be detected. Since the method involves inspecting and detecting rail breakage, there is a limitation in that it is not possible to simply short-circuit the left and right rails.
Therefore, when introducing a train control system that detects trains without using track circuits using wireless technology, etc., it is possible to use rail breakage that can be used even for uninsulated track circuits that do not have or do not require an impedance bond. A detection device is preferred.

Therefore, we have realized a rail breakage detection device that can detect a rail breakage state by passing a test signal different from the return current through a track circuit that eliminates the need for an impedance bond by appropriately shorting the left and right rails against the return current. That was what was hoped for.
However, even with train control systems that no longer require impedance bonds due to the use of wireless, etc., it is desirable to prevent maintenance vehicles from being left behind, which tend to be excluded from the control target, so it is not limited to detecting rail breakage. It is also desirable to be able to easily and appropriately detect the presence or absence of trains and maintenance vehicles on the line.

As a solution to such demands, a rail breakage detection device has been developed that can easily detect the presence or absence of a train on the track in addition to the presence or absence of a rail breakage (see, for example, Patent Documents 1 and 2).
Since the present invention relates to further improvement of such a rail breakage detection device, in this section, we will first explain a known rail breakage detection device 20 for single track that has been improved from the previous one (for example, as disclosed in patent document 2). 1 and 2), and then a known rail breakage detection device 70 for double tracks which is also an improvement on the previous one will be explained (for example, Example 5 of Patent Document 1 and Example 4 of Patent Document 2). (see also).

[Known improvement example 1 for single wire]
The specific configuration of the rail breakage detection device 20, which is a known improvement example 1 for single track, will be explained with reference to the drawings.

FIG. 6(a) shows an example of the arrangement of four rails 11 to 14 on a double track 10, which is a typical example of a railway track. Further, FIG. 6(b) is a schematic block diagram of the rail breakage detection device 20 installed in the down single track section (11 & 12), and FIG. FIG. 2 is a detailed block diagram. Furthermore, FIG. 7 shows that the equilibrium state value k0 obtained based on the measured values k1 and k2 of the shunt signals i1 and i2 is expressed as the unbalance rate α (=|k1-k2|/(k1+k2)×100%) of the track circuit. FIG.

The railway track on which the rail breakage detection device 20 is installed is typically a double track 10 in which the down and up tracks run parallel to each other with some distance between them (see FIG. 6(a)). , consists of a pair of rails 11 & 12, in which rail 11 on the mountain side (left side from the oncoming train) and rail 12 on the sea side (on the right side from the oncoming train) run in parallel, and the up line is the rail on the mountain side (on the right side from the oncoming train). It consists of another pair of rails 13 & 14, in which rail 13 and rail 14 on the sea side (left side from the advancing train) run in parallel. In addition, in a single track, only one pair of rails is provided and it is shared for up and down, whereas in a double track, more rail pairs are provided, and they are used selectively.

The rail breakage detection device 20 (see FIG. 6(b)) has a basic configuration applied to the rail pair 11 & 12 of the double track 10, and is installed at multiple locations on the rail pair 11 & 12 at an appropriate distance, such as 1 km. A plurality of attached section end short circuit lines 21 and 22, an unbalancing means 25 attached to the section end short circuit line 21, one end of which is connected to the section end short circuit line 21, and the other end of which is connected to the section end short circuit line 22. A circuit forming member 30 connected to the circuit forming member 30, a transmitting unit 40 that sends an inspection signal i0 to the circuit forming member 30, and a circuit forming member 30 connected to the circuit forming member 30, A measurement unit 50 that measures a pair of shunt signals i1 and i2 related to the inspection signal i0 for each of the partial lines 22a and 22b divided on both sides at the connection point 22c of the member 30, and an equilibrium calculated from those measured values k1 and k2. A determination unit 60 is provided that makes a determination regarding rail breakage based on the state value k0.

The section end shorting line 21 (see FIG. 6(b)) is made of a good conductor such as an electric wire or a copper plate, and one end is connected to the rail 11 at the section end 11a, and the other end is connected to the rail 12 at the section end 12a. The left and right rails 11 and 12 are connected to each other, and the left and right rails 11 and 12 are short-circuited at the section ends 11a and 12a. One end of the circuit forming member 30 is connected to this section end short-circuit line 21 at a connection point 21c, and the section end short-circuit line 21 connects a partial line 21a of the rail 11 near the section end 11a, and a partial line 21a of the rail 12 near the section end 11a. It is divided into a partial line 21b closer to the section end 12a.

The section end shorting line 22 (see FIG. 6(b)) is also made of a good conductor and has one end connected to the rail 11 at the section end 11b and the other end connected to the rail 12 at the section end 12b. Thus, the left and right rails 11 and 12 are short-circuited at the section ends 11b and 12b. The other end of the circuit forming member 30 is connected to this section end short-circuit line 22 at a connection point 22c, and the section end short-circuit line 22 connects the partial line 22a of the rail 11 near the section end 11b, and the rail 12 It is divided into a partial line 22b closer to the section end 12b.

The circuit forming member 30 (see FIG. 6(b)) is made of an electrical wire coated with insulation, and the output part of the transmitting part 40 is connected to the intermediate part. If we divide the circuit circuit forming member 30 into two circuit circuit forming lines 31 and 32 at the connection point and re-explain the connection state of both ends of the circuit circuit forming member 30, one circuit circuit forming line 31 will be divided into two circuit circuit forming lines 31 and 32. It is connected to the section end short circuit line 21 at the connection point 21c mentioned above, and the other circuit forming line 32 is connected to the section end short circuit line 22 at the connection point 22c mentioned above.

Then, one part 31 of the circuit forming member 30, the partial line 21a of the section end short-circuit line 21, the rail 11, the partial line 22a of the section end short-circuit line 22, and the other 32 of the circuit circuit forming member 30 form part of the test signal i0. A circuit path is formed through which the shunt signal i1 flows, and a portion of the rail 11 located between the section ends 11a and 11b becomes an inspection section 11c.
Furthermore, one part 31 of the circuit forming member 30, the partial line 21b of the section end short-circuit line 21, the rail 12, the partial line 22b of the section end short-circuit line 22, and the other 32 of the circuit circuit forming member 30 cause the inspection signal i0 to be A circuit path through which the shunt signal i2 flows is formed, and a portion of the rail 12 located between the section ends 12a and 12b becomes an inspection section 12c.

The transmitter 40 (see FIG. 6(b)) sends a test signal i0 different from the return current to the circuit forming member 30, but when the test signal i0 is transmitted beyond the circuit forming member 30, Since it is divided into two shunt signals i1 and i2, the shunt signal i1 is sent to the one circuit circuit (31, 21a, 11c, 22a, 32) on the rail 11 side, and the one circuit circuit (31, 21b, 12c, 22b) on the rail 12 side. , 32) to send the shunt signal i2.
Since overhead lines are only electrified with direct current or alternating current (commercial frequency), direct current or alternating current with commercial frequency (50Hz, 60Hz) is used for the return current, so it is possible to use an alternating current signal with a higher frequency and easier frequency discrimination. is suitable for the test signal i0, but the test signal i0 is not limited thereto, and may be any signal that is distinguishable from the return current.

The measuring unit 50 (see FIGS. 6(b) and 6(c)) is attached to the partial line 22a on the side extending from the connection point 22c to the rail 11 of the section end short-circuit line 22 to which the circuit forming member 30 is connected. A current probe 51 (current sensor, current transformer, etc.) that measures the shunt signal i1 flowing through the partial line 22a and the one-circuit circuit (31, 21a, 11c, 22a, 32) on the rail 11 side, and the section end short-circuit line 22. A current probe 52 that is attached to the partial line 22b on the side leading from the connection point 22c to the rail 12 and measures the shunt signal i2 flowing through the partial line 22b and the circuit circuit (31, 21b, 12c, 22b, 32) on the rail 12 side. (current sensor, current transformer, etc.), calculation units 53 to 57 that calculate the equilibrium state value k0 (calculated value) from the measured value k1 (measured signal) of the current probe 51 and the measured value k2 (measured signal) of the current probe 52. It is equipped with the following.

Furthermore, among them, the calculation units 53 to 57 (see FIG. 6(c)) calculate the measured values k1 and k2 by processing the measured signals as they are, that is, as analog signals before converting alternating current to direct current through detection, etc. An addition section 53 that generates a sum current; a subtraction section 54 that also generates a difference current between measurement values k1 and k2 in the state of the measurement signal; and processing such as detection from the sum current of the addition section 53 to obtain measurement values k1, The receiving unit 55 obtains the sum (k1+k2), which is the added value of k2, and the subtracting unit 54 performs processing such as detection from the difference current, and calculates the difference |k1-k2| which is the absolute value of the subtracted value of the measured values k1 and k2. The receiving unit 56 calculates the unbalance rate α, which is a typical example of the equilibrium state value k0 (balance degree of the track circuit), by dividing the above difference |k1−k2| by the above sum (k1+k2). It also includes an equilibrium state value calculation section 57 that calculates the equilibrium state value.

The determination unit 60 (see FIG. 6(c)) uses the equilibrium state value k0 obtained from the measured values k1 and k2, specifically, the unbalance rate α, to determine whether the rail is broken or the train is on the track. For this purpose, a state determination unit 61 that determines the unbalanced state related to the shunt signals i1 and i2, and a state determination unit 61 that determines the current state of the unbalanced state including the balanced state and the state transition from immediately before to the current state. The system includes a determining unit 62 that determines whether there is a rail break or not and whether a train is on the track. The determining section 62, the state determining section 61, and the above-mentioned equilibrium state value calculating section 57 may be realized by an analog circuit, a digital circuit, or a microprocessor embedded circuit.

The unbalancing means 25 (see FIG. 6(b)) adjusts the balanced state and unbalanced state of the pair of shunt signals i1 and i2 to a predetermined unbalanced state when there is no rail breakage or train presence. This is because a known method such as making the connection state of the section end short-circuit line 21 uneven or inserting an impedance member into the section end short-circuit line 21 is sufficient (for example, as shown in the figure of Patent Document 1). 3 and FIG. 2 of Patent Document 2), although not shown here, it is easy to insert an inductance member such as a coil. The degree of unbalance caused by this means is due to the inherent unbalance caused by the difference between the impedance of the inspection section 11c of the rail 11 and the impedance of the inspection section 12c of the rail 12, which is caused by the length and material of the rails 11 and 12. is made larger than the equilibrium state.

The determination method of the determination unit 60 in the rail breakage detection device 20 equipped with such an unbalancing means 25 will be described in detail. FIG. 7 shows the equilibrium state value k0 obtained based on the measured values k1 and k2 of the shunt signals i1 and i2, more specifically, the unbalance rate α of the track circuit = {|k1-k2|/(k1+k2)} is expressed as a percentage (%%). Moreover, each of the plurality of unbalanced states shown in FIG. 7 has a width, and a certain amount of gap is ensured between adjacent unbalanced states. By not allowing state transitions until the latter gap is crossed and the system enters another unbalanced state, it is possible to provide hysteresis characteristics to the recognition and judgment of state transitions, thereby suppressing excessive detection of state transitions. It is for the purpose of

To explain concretely using a numerical example, in a state where there is no rail breakage and no trains on the track, the shunt signal i1 becomes smaller than the shunt signal i2 by the amount corresponding to the setting of the unbalance means 25, and the unbalance also occurs. The measured value k1 becomes smaller than the measured value k2 by the amount corresponding to the current setting, and the equilibrium state value k0 becomes approximately 12% (refer to the left and right parts of the thick solid line in Fig. 7 that correspond to when no train is on the line). When the unbalance rate α (equilibrium state value k0) falls within the range of 10.6% to 14.4% including .

After that, if the unbalance rate α (equilibrium state value k0) becomes 15.1% or more and transitions to a "large unbalanced state with a higher degree of unbalance than the set unbalanced state", it will be considered a rail rupture, and the unbalanced When the rate α (equilibrium state value k0) becomes 9.9% or less and the state transitions to a "small unbalanced state where the degree of unbalance is smaller than the set unbalanced state", it is determined that a train is on the line.

In this state, for example, if a rail break occurs in the inspection section 12c of the rail 12, and there is a rail break and there is no train on the track, the shunt signal i1 will be shunted to a greater extent than the amount corresponding to the unbalance setting described above. Similarly, the measured value k1 greatly exceeds the measured value k2, and the unbalance rate α (equilibrium state value k0) exceeds about 40% (corresponds to the one-dot chain line in Fig. 7 when no train is on the line). (see left and right sides), in that case it is determined that the above-mentioned "large imbalance state" has occurred.

Although not shown in the figure, when the inspection section 11c of the rail 11 breaks, the shunt signal i2 becomes larger than the shunt signal i1 by exceeding the amount corresponding to the unbalance setting described above, and the unbalance rate α (equilibrium state value k0 ) is about 30% (refer to the left and right parts of the two-dot chain line in Figure 7 that correspond to when no trains are on the line), so it is determined that the above-mentioned "large unbalanced state" has occurred. There is.
Note that when both rails 11 and 12 break, the inspection signal i0, which is the sum of the shunt signals i1 and i2, does not reach a predetermined value such as a constant value, so the sum k1+k2 of the measured values k1 and k2 also deviates from the predetermined value. Therefore, it can be determined by separately detecting it.

The above judgment method is based on the rail breakage situation when there is no train on the track, but when the train 15 is present in the inspection sections 11c and 12c, the judgment is made as follows.
First, when there is no rail breakage, the detour current id flows through the axle of the train 15 in a direction that alleviates the influence of the unbalancing means 25, and the difference between the shunt signal i1 and the shunt signal i2 becomes small, and the measurement As the values k1 and k2 approach each other, the equilibrium state value k0 becomes approximately 5% (refer to the central part of the thick solid line in Figure 7 that corresponds to when a train is on the line), so the range that includes this is 0% to 9.9%. When the unbalance rate α (equilibrium state value k0) enters, it is determined that the above-mentioned "small unbalanced state" has occurred.

Furthermore, even if there is a rail break, when the train 15 is on the track between the break point and the measurement side (22), the shunt signal i2 on the break side flows to the other rail 11 via the axle of the train 15. and merges into another branch signal i1. Since the shunt signals i1 and i2 thus flow around the unbalancing means 25, there is no large difference between the shunt signals i1 and i2 and the measured values k1 and k2, resulting in the above-mentioned "small unbalanced state".
On the other hand, when the train 15 is on the line between the break point and the non-measurement side (21), the flow of the shunt signal i2 on the break side is obstructed, resulting in the above-mentioned "large unbalanced state". .

Then, based on such case classification, when the determination unit 60 determines that the unbalance rate α (equilibrium state value k0) obtained from the values of the shunt signals i1 and i2 is in the "set unbalanced state", the determination unit 60 When it is determined that the inspection sections 11c and 12c of the pair 11 & 12 are in a state where there is no rail breakage and no trains on the track, and the values of the shunt signals i1 and i2 are in a "large unbalanced state", the inspection sections 11c and 12c of the rail pair 11 and 12 are When it is determined that the inspection sections 11c and 12c are in a "state where there is a rail break and the train location is unknown" and the values of the diversion signals i1 and i2 are in a "slightly unbalanced state", the inspection section of the rail pair 11 & 12 is determined. 11c and 12c are determined to be in a ``state where the train is on the line''.

The manner of use and operation of the rail breakage detection device 20 of the known improved example 1 for single track having such a configuration will be explained.

When the train is not on the inspection sections 11c and 12c of rail pairs 11 & 12, under normal conditions with no rail breakage, the imbalance is due to the so-called inherent imbalance caused by the impedance variation that originally existed between the left and right rails. The unbalance of the converting means 25 is clearly larger, and the unbalance rate α (equilibrium state value k0) obtained from the shunt signals i1 and i2 becomes the "set unbalance state" of around 12% (Fig. (Refer to the left and right sides of the thick solid line 7 that correspond to when no trains are on the line), it is accurately determined that there is no rail breakage and no trains are on the line.

When the train is not on the inspection section 11c, 12c of the rail pair 11 & 12, in a state where the rail is broken, only a small amount of current flows through the rail 12 where the rail breakage has occurred. A large unbalance that exceeds the imbalance occurs, resulting in a "large unbalanced state" in which the unbalance rate α (equilibrium state value k0) obtained from the shunt signals i1 and i2 exceeds 30% or 40% ( (Refer to the left and right side portions of the one-dot chain line and the two-dot chain line in Fig. 7 that correspond to when no train is on the line), a determination is made that the rail break is confirmed as ``a state in which there is a rail break.''

When a train is on the inspection sections 11c and 12c of rail pairs 11 & 12, under normal conditions without rail breakage, the values of the shunt signals i1 and i2 approach each other due to a short circuit between the left and right rails by the axle of the train 15, and then Since the unbalance rate α (equilibrium state value k0) obtained by The train is confirmed to be on the line.

When a train is on the inspection sections 11c and 12c of rail pairs 11 & 12, and there is a rail break, a repetitive detailed explanation will be omitted, but in short, it will depend on the relationship between the train position and the rail break position. Then, the above-mentioned "small unbalanced state" or "large unbalanced state" will occur (refer to the center part of the dashed-dotted line and the dashed-double-dotted line in Figure 7, which corresponds to when a train is on the track), and when in the "slightly unbalanced state", A determination is made that the train is on the track, and in the case of a ``large unbalanced condition,'' a determination is made that there is a rail break.
In this way, when it is determined that a train is on the track or that a rail is broken, safety is confirmed by checking whether a maintenance vehicle has been left behind or by searching for a broken rail.

[Known improvement example 2 for double track]
The specific configuration of the rail breakage detection device 70, which is a second known improvement example for double tracks, will be described with reference to FIG.

This rail breakage detection device 70 is different from the rail breakage detection device 20 of the known improvement example 1 described above in that inspection sections 11e and 12e are added to the inspection sections 11c and 12c related to the rail pair 11 & 12, and This is the point where test sections 13c and 14c and test sections 13e and 14e are added to the pair 13&14. These are called first modification points. A second modification point in which the rail breakage detection device 70 is different from the rail breakage detection device 20 is that in addition to the inspection section 13c of one rail 13 of the separate rail pair 13 & 14, the inspection section 14c of the other rail 14 is also formed as a circuit circuit. The two points are that it is incorporated into the member 30, and that a measuring section 50a and a determining section 60a similar to the measuring section 50 and determining section 60 for the separate rail pair 13 & 14 are installed.

To explain the first modification point in detail, the rail 11 has a section end 11d and an inspection section 11e on the opposite side of the section end 11b and the inspection section 11c across the transmission point 11aa, which is located at the section center position from the section end 11a. is set, and for the rail 12, a section end 12d and an inspection section 12e are set on the opposite side of the section end 12b and inspection section 12c across the transmission point 12aa, which is located at the section center position from the section end 12a. For rail 13, a section end 13d and an inspection section 13e are set on the opposite side of the section end 13b and inspection section 13c across the transmission point 13aa at the section center position, and for rail 14, a section end 13d and an inspection section 13e are set on the opposite side of the section end 13b and inspection section 13c. A section end 14d and an inspection section 14e are set on opposite sides of the section end 14b and inspection section 14c. Along with these, the short line 21 connecting the transmission point 11aa and the transmission point 12aa becomes the intra-section short line 21aa, and the connection line 23 connecting the transmission point 13aa and the transmission point 14aa becomes the intra-section short line 23aa. It has become.

Furthermore, the section end 11d and the section end 12d are connected by the section end short circuit line 26, and the left and right rails 11, 12 are also short-circuited there, and the section end 13d and the section end 14d are connected by the section end short circuit line 27. When connected, the left and right rails 13 and 14 are also short-circuited, and further, the section end 13b and the section end 14b are connected by the section end short-circuit line 24, and the left and right rails 13 and 14 are also short-circuited there. Further, one end of the circuit forming line 33 is connected to the section end short-circuit line 22 at the connection point 22c, and the other end is connected to the section end short-circuit line 24 at the connection point 24c. One end is connected to the section end short-circuit line 26 at a connection point 26c, and the other end is connected to the section end short-circuit line 27 at a connection point 27c.

Further, unbalancing means similar to the above-mentioned unbalancing means 25 are also attached to these section end short-circuit lines 26 and 27 (in addition, the same reference numeral "25" is attached in the figure). ).
Moreover, the unbalancing means 25 attached to the section end short-circuit line 21 is relocated to the section end short-circuit line 22.
Furthermore, the connection destinations of the current probes 51 and 52 have been changed from the section end short circuit line 22 to the intra section short circuit line 21aa whose position has been changed from the section end short circuit line 21.

To explain the second modification point in detail, the transmission point 13aa of the rail 13 and the transmission point 14aa of the rail 14 are short-circuited by the intra-section short-circuit line 23aa, and the connection destination of the circuit forming line 32 is connected to the intra-section short-circuit line 23aa. This is an intermediate connection point 23c.
Moreover, a section end short-circuit line 24 similar to the section end short-circuit line 22 is connected to another rail pair 13 & 14 near the section end short-circuit line 22, so that the section end 13b of the rail 13 and the section end 14b of the rail 14 are connected. It is short-circuited by the section end short-circuit line 24, and the circuit forming line 33 is connected to a connection point 24c in the middle of the section end short-circuit line 24.

As a result, the inspection section 14c of the rail 14 is also incorporated into the circuit forming member 30 in parallel with the inspection section 13c of the rail 13, and the return current is also short-circuited for the left and right rails of the separate rail pair 13 & 14.
Furthermore, an unbalancing means similar to the above-mentioned unbalancing means 25 is attached to the above-mentioned section end short-circuit line 24 (the same reference numeral "25" is given in the illustration).

Furthermore, a current probe 58 (current sensor, current transformer, etc.) is attached to a portion of the intra-section short-circuit line 23aa closer to the transmission point 13aa of the rail 13 than the connection point 23c of the circuit forming line 32 to inspect the rail 13. A shunt signal i3 flowing through the section 13c is measured, and a current probe 59 (current sensor, current transformer, etc.) is attached to a portion of the section end short circuit line 23 closer to the section end 14a of the rail 14 than the connection point 23c. , a shunt signal i4 flowing through the inspection section 14c of the rail 14 is measured. Based on the measured value k3 of the shunt signal i3 and the measured value k4 of the shunt signal i4, the measuring section 50a and the determining section 60a determine whether the separate rail pair 13 & 14 has broken.

In this case, in addition to detecting the presence or absence of rail breakage and the presence or absence of a train on the inspection section 11c (12c) of the rail pair 11 & 12, it is also possible to detect the presence or absence of a rail break or the presence or absence of a train on the track, as well as another inspection section 11e (12e) of the same rail pair 11 & 12 or another inspection section 13 & 14 of the same rail pair 11 & 12. Regarding the inspection sections 13c (14c) and 13e (14e), it is also possible to detect the presence or absence of rail breakage and the presence or absence of trains on the track.
Regarding the equipment required for this, a total of two sets of measurement units and determination units are installed, one set (50 & 60) for rail pair 11 & 12 and one set (50 a & 60 a) for another rail pair 13 & 14, but transmitting unit 40 is All you need is one device with high transmitting power.
Therefore, equipment costs and installation work costs can be saved.

The operation of such a rail breakage detection device 70 will be described (see FIGS. 9 and 10), but for clarity and simplicity of explanation, only one side of the bidirectional transmission of the inspection signal i0, etc. will be described. Then, the test signal i0 sent from the transmitter 40 to the circuit forming member 30 passes through the circuit circuit forming line 31 and the intra-section short-circuit line 21aa, and then becomes the shunt signal i1 of the test section 11c of the rail 11 and the test signal i1 of the test section of the rail 12. 12c, a set of shunt signals i5 for the test section 11e of the rail 11, and a set of shunt signals i6 for the test section 12e of the rail 12.

Then, the pair of shunt signals i1 and i2 are combined at the circuit forming line 33, and then split again into the shunt signal i3 of the inspection section 13c of the rail 13 and the shunt signal i4 of the test section 14c of the rail 14, and the shunt signals i5 and i6 are After the sets are combined at the circuit forming line 34, they are separated again into a shunt signal i7 for the test section 13e of the rail 13 and a shunt signal i8 for the test section 14e of the rail 14.
Then, these signals i3, i4, i7, and i8 are combined at the intra-section short circuit line 23aa, and return to the transmitter 40 as a test signal i0 at the electric path forming line 32.

In such a signal transmission state, if there are no rail breaks anywhere and no trains on the track (see Figure 9(a)), the diversion signal i1 and the diversion signal i2 will extend to the corresponding equilibrium state value (unbalance rate α) becomes the set unbalanced state (see both ends of the solid line graph in Fig. 7), and the shunt signal i3 and the shunt signal i4 extend, and the corresponding equilibrium state value (unbalance rate α) becomes the set unbalanced state. Then, the shunt signal i5 and the shunt signal i6 extend to the corresponding equilibrium state value (unbalance rate α) to the set unbalanced state, and the shunt signal i7 and the shunt signal i8 extend to the corresponding equilibrium state. value (unbalance rate α) becomes the set unbalanced state.

Then, as the sum current (i1+i5) of the shunt signals i1, i5 and the sum current (i2+i6) of the shunt signals i2, i6 extend, the corresponding equilibrium state value (unbalance rate α) becomes the set unbalanced state, and the shunt The sum current (i3+i7) of the signals i3 and i7 and the sum current (i4+i8) of the shunt signals i4 and i8 are extended, and the corresponding equilibrium state value (unbalance rate α) becomes the set unbalanced state.

Then, the equilibrium state value (unbalance rate α) related to the measured value k1 of the sum current (i1+i5) and the measured value k2 of the sum current (i2+i6) becomes the set unbalanced state, so the determination unit 60 determines that the rail 11 is Regarding the inspection sections 11c and 11e and the inspection sections 12c and 12e of the rail 12, they are in a "setting unbalanced state", so a determination is made that "there is no rail breakage and there is no train on the track".

Further, since the balanced state value (unbalance rate α) related to the measured value k3 of the sum current (i3+i7) and the measured value k4 of the sum current (i4+i8) becomes the set unbalanced state, the determination unit 60a determines that the rail 13 is The inspection sections 13c and 13e and the inspection sections 14c and 14e of the rail 14 are also in the "setting imbalance state", so a determination is made that "there is no rail breakage and there is no train on the track".

On the other hand, if a rail breakage 12x occurs somewhere in any of the inspection sections 11c, 11e, 12c, 12e related to the rail pair 11 & 12, for example, in the inspection section 12e (see FIG. 9(b)), the explanation becomes repetitive and complicated. Although omitted, since the equilibrium state value (unbalance rate α) becomes a large unbalanced state (see both ends of the dashed-dotted line graph corresponding to the breakage of the sea side rail 12 in Fig. 5), it is assumed that the "rail breakage" The judgment is that there is.
Furthermore, when a train enters any inspection section 11c, 11e, 12c, 12e related to rail pair 11 & 12, for example, inspection section 11e, 12e, the equilibrium state value (unbalance rate α) Since a small unbalanced state occurs (see the intermediate part between the train approach position and the transmission point in the solid line graph in FIG. 7), a determination is made that ``there is a train on the line''.

In this way, the rail breakage detection device 70 (known improvement example 2 for double track) detects the presence or absence of rail breakage and the train It is possible to detect the presence or absence of a line.
Furthermore, in the rail breakage detection device 70 (known improvement example 2 for double track), the circuit forming lines 31 and 32 directly involved in the transmission and reception of the inspection signal i0 and the intra-section short circuit lines 21aa and 23aa are located at the outer ends of the inspection section. Since it is located inside (11aa, 12aa, etc.) rather than (11b, 11d, etc.), it is also easy to connect and install in the longitudinal direction of the rail.

JP 2021-046163 Publication Japanese Patent Application Publication No. 2021-066353

Introduction to signals for railway engineers "Track circuits" Published by "Japan Railway Electrical Technology Association", May 20, 2005, 2nd revised edition published, p. 3-5

In summary, the rail breakage detection device 70 described above as a known improvement example 2 for double track is ``attached to multiple locations of the rail pairs 11 & 12, 13 & 14 forming the railway track, and detects the left and right rails of the rail pair at each attached location. A plurality of section end short circuit lines 22, 26, 24, 27 and intra section short circuit lines 21aa, 23aa that short circuit the return current are connected to the section end short circuit line and the intra section short circuit line and circulate together with the rail pair. A test signal different from the return current is sent to the intra-section short-circuit lines 21aa and 23aa through the circuit circuit forming member 30 (31, 32, 33, 34) that forms the circuit and the circuit circuit formation member 30. a pair of measuring units 50, 50a that measure a pair of shunt signals k1 & k2, k3 & k4 related to the test signal on both sides of the connection point of the circuit forming member 30 for the intra-section short circuit lines 21aa, 23aa; an unbalancing means 25 that moves the balanced state of the shunt signal away from the balanced state or into an unbalanced state in a state where there is no rail breakage; It can be said that the rail breakage detection device is equipped with determination units 60 and 60a that perform such determination.

Furthermore, the determination unit determines whether the pair of branch signals are in a balanced state or an unbalanced state, and determines that the divided signals are in a set unbalanced state corresponding to the unbalanced state of the unbalanced means. When it is determined that there is no rail breakage and no train on the track, and when it is determined that the state is in a large unbalanced state where the degree of unbalance is greater than the set unbalanced state corresponding to the unbalanced state of the unbalanced means. When it is determined that there is a rail breakage and it is determined that the train is in a small unbalanced state where the degree of unbalance is smaller than the set unbalanced state corresponding to the unbalanced state of the unbalanced means, it is determined that the train is on the line. As a result, a judgment regarding rail breakage, etc. is issued.

When such a rail break detection device 70 was prototyped and installed on the double track 10, and a train or a maintenance vehicle was run on it for mock tests and experiments, it was found that it was able to detect high speeds comparable to the running speed of high-speed trains such as Shinkansen and limited express trains. Whether the unbalance rate α (equilibrium state value k0) is a large unbalanced state, a small unbalanced state, or an intermediate state, whether the unbalance rate α (equilibrium state value k0) is a large unbalanced state or a small unbalanced state, whether it is during running or at a low speed corresponding to the slower running speed of a maintenance vehicle. Depending on whether the setting was unbalanced or not, it was possible to distinguish whether the rail was in a broken state, a train was running, or a normal state (see FIG. 7).

However, after repeating experiments while changing various setting conditions, it was found that the unbalance rate α temporarily changed from a small unbalanced state to a set unbalanced state, albeit for a short time while the train was running.
However, even if the transition to the setting imbalance state is temporary, it may lead to undesirable false detection. In order to further understand the situation, we tried lowering the train running speed, but found that the duration of the transition to the set unbalanced state became longer, and furthermore, when the train was stopped at the relevant location, an undesirable transition state ( It was also found that the setting imbalance state) continued.

Therefore, when we checked a graph in which the distance from the transmission point was plotted on the horizontal axis and the unbalance rate α was plotted on the vertical axis (see Figure 10), we found that when the train was running, the unbalance rate α was smaller than the original one in the vicinity of the transmission point. It has been found that there is a ``train detection impossible section'' where the train transitions from an equilibrium state to an undesirable setting imbalance state.
If maintenance vehicles, etc. continue to stop in areas where trains cannot be detected near such transmission points, this situation is normally unthinkable, but cannot be completely ruled out. This may lead to undesirable situations such as misplacing items such as items.

Therefore, a basic technical challenge is to improve the above-mentioned section where trains cannot be detected so that it can be distinguished whether the train is running or the normal condition, including the stationary state.
Moreover, in this case, it becomes a further technical problem to realize improvements by changing or expanding the functions of the determination section while avoiding expansion of the measurement section and the like in order to avoid or suppress cost increases.
The event that we focused on as a judgment material that would be useful in solving such technical issues was the state transition situation between the small unbalanced state and the set unbalanced state at the train entry/exit position at the end of the section and the transmission point within the section. This is the difference.

A specific example of such judgment material is shown in the graph of FIG. 10. The difference in slope of the non-horizontal portion between the train approach point/departure point and the train detection impossible section in the white solid line graph when the train is running is shown in Figure 10. Applicable.
However, the slope is the rate of change β of the unbalance rate α per displacement (difference in distance) (hereinafter referred to as the rate of change per displacement β), and the rate of change per displacement β is the change rate β of the unbalance rate α per displacement (difference in distance). It is obtained by dividing the difference Δα in the unbalance rate in the vertical axis direction between the non-horizontal portion and the train detection impossible section by the difference Δm in the distance in the horizontal axis direction.

Therefore, it is difficult for a rail breakage detection device that does not have precise position information or speed information of the traveling object to calculate the rate of change β per displacement.
Therefore, by using other physical quantities that can be measured and calculated instead of such a physical quantity (β), it is possible to determine whether a train, etc. is staying in an undetectable section near the transmission point or has left the inspection section. A specific technical challenge is to improve the fracture detection device so that it can discriminate.

The rail breakage detection device of the present invention (solution means 1) was devised to solve these problems,
A plurality of section end short-circuit lines and intra-section short-circuit lines that are attached to a plurality of locations on a rail pair forming a railway track and short-circuit the return current for the left and right rails of the rail pair at each attached location, and the section end short-circuit line and a circuit path forming member that is connected to the intra-section short-circuit line and forms an electric path that circulates together with the rail pair, and a test signal different from a return current to the intra-section short-circuit line via the circuit circuit formation member. a transmitting unit that transmits a signal, a measuring unit that measures a pair of shunt signals related to the test signal on both sides of the connecting point of the circulating circuit forming member for the intra-section short-circuit line, and a measuring unit that measures a pair of shunt signals related to the test signal, In a state where there is no break, it is provided with an unbalancer that moves away from an equilibrium state or brings it into an unbalanced state, and a determination unit that makes a determination regarding a rail break and a train on the track based on the measured values of the paired shunt signals. In the rail breakage detection device,
comprising means for calculating an unbalance rate indicating the degree of the unbalanced state as a ratio from the measured value of the shunt signal, and means for calculating a rate of change per hour based on a change in the unbalance rate over time, The determining means is configured to select one of a track presence state, a non-track state, and a rail broken state according to changes in the unbalance rate and the rate of change per hour. do.

Moreover, the rail breakage detection device of the present invention (solution means 2) is the rail breakage detection device of the above-mentioned solution means 1, in which the determination means, at the start of operation, The present invention is characterized in that one of the on-track state, the non-on-track state, and the rail broken state is selected and adopted as the initial state.

Furthermore, the rail breakage detection device of the present invention (solution means 3) is the rail breakage detection device of the above-mentioned solution means 2, in which the judgment means is configured to classify the unbalance rate into large, medium and small, and It is characterized in that the size classification related to the winning rate of change is also used as a factor in selecting the transition destination state.

Moreover, the rail breakage detection device of the present invention (solution means 4) is the rail breakage detection device of the above-mentioned solution means 3, in which the determination means determines that when the track is present, the classification of the unbalance rate is small. maintains the line presence state, and even if the unbalance rate classification becomes medium, if the hourly change rate is small, maintains the line presence state; When the rate of change per hour becomes large, the state transitions to the non-track state, and when the classification of the unbalance rate becomes large, the state transitions to the rail broken state. .

Moreover, the rail breakage detection device of the present invention (solution means 5) is the rail breakage detection device of the above-mentioned solution means 3, in which the determination means determines that when the line is not present, the unbalance rate classification is medium. If the line-free state is maintained, and even if the unbalance rate classification becomes small, the hourly change rate is small, the line-free state is maintained, and the imbalance rate classification becomes small. When the rate of change per hour becomes large, the state transitions to the track presence state, and when the classification of the unbalance rate becomes large, the state changes to the rail broken state. .

Moreover, the rail breakage detection device of the present invention (solution means 6) is the rail breakage detection device of the above-mentioned solution means 3, in which the determination means includes:
When the rail is in the broken state, the rail broken state is maintained as long as the unbalance rate classification is high, and when the unbalance rate is medium, the state transitions to the non-track state, and the unbalanced state is maintained. When the rate classification becomes small, the state transitions to the on-line state,
When in the line presence state, the line presence state is maintained as long as the unbalance rate classification is small, and even if the imbalance rate classification is medium, if the hourly rate of change is small, the line presence state is maintained. When the classification of the imbalance rate becomes medium and the rate of change per hour becomes large, the state transitions to the non-track state, and when the classification of the imbalance rate becomes large, the rail breaks. State transition to state,
When in the non-track state, the non-track state is maintained while the unbalance rate classification is medium, and even if the unbalance rate classification becomes small, if the hourly rate of change is small, the non-track state is maintained. is maintained, and when the classification of the unbalance rate becomes small and the rate of change per hour becomes large, the state transitions to the on-track state, and when the classification of the unbalance rate becomes large, the rail breaks. It is characterized by a state transition from state to state.

In such a rail breakage detection device of the present invention (solution 1), the state is determined using the rate of change per time (γ) that can be calculated from the originally available unbalance rate (α). By doing so, the rail breakage detection device can determine whether a train, etc. remains in the undetectable section near the transmission point or has left the inspection section, without using the rate of change per displacement (β), which is difficult to calculate. Can be distinguished.
Therefore, according to the present invention, the above-mentioned specific technical problem can be solved.

In addition, in the rail breakage detection device of the present invention (solution means 2), the rate of change per hour (γ) based on the change over time of the unbalance rate (α) cannot be obtained only for a moment at the start of operation. The initial state is tentatively determined only by the unbalance rate (α), but the rate of change per hour (γ) is introduced to distinguish between the on-line state (small unbalanced state) and the off-line state (set unbalanced state). Since it does not affect the selection of the most important rail broken state (large unbalanced state), the problem solving means can be easily implemented.

Furthermore, in the rail breakage detection device of the present invention (solution 3), classification based on the rate of change per hour (γ) is performed on sections where trains cannot be detected, including the transmission point, and section ends distant from the transmission point. Since the difference in physical property values is utilized, classification of the transition destination state by size is sufficient for selecting the transition destination state, so the problem solving means can be easily implemented.

In addition, in the rail breakage detection device of the present invention (Solution 4), regarding the state transition when the track is in the track state, the track track state is maintained as before while the unbalance rate (α) is small, and the track is not in the track state. When the balance ratio (α) becomes large, the rail breaks state as before, but when the unbalance ratio (α) becomes medium, instead of immediately transitioning to the non-track state as in the past, Furthermore, the rate of change per hour (γ) is also confirmed, and when the rate of change per hour (γ) is large, the state transitions to a non-line state, whereas when the rate of change per hour (γ) is small, the state changes unlike before. It is assumed that there is no line and maintains the line status.
As a result, even when a train is in an undetectable section where the rate of change per hour (γ) is small, the on-track state is maintained correctly. Therefore, with this rail breakage detection device, even if a train or the like remains in a section where trains cannot be detected near the transmission point, the on-track status can be correctly determined.

In addition, in the rail breakage detection device of the present invention (Solution 5), regarding the state transition when the track is not present, as long as the unbalance rate (α) is in the middle, the non-track state is maintained as before, and the track is not present. When the balance rate (α) becomes large, the state transitions to the rail broken state as before, but when the unbalance rate (α) becomes small, instead of immediately transitioning to the track status as in the past, the state changes further. The rate of change per hour (γ) is also confirmed, and when the rate of change per hour (γ) is large, the state transitions to the on-line state, but when the rate of change per hour (γ) is small, the state is not changed, unlike in the past. It is designed to maintain a non-located state. As a result, if there are no trains in the inspection section, including the section where trains cannot be detected, the non-track state is maintained. Therefore, this rail breakage detection device correctly determines that the train or the like does not remain in the inspection section.

Moreover, in the rail breakage detection device of the present invention (solution means 6), the track presence state and the non-track state can be accurately determined based on the unbalance rate (α) and the rate of change per hour (γ), as described above. In addition to being able to determine whether the rail is broken or not, it is also possible to accurately determine the rail fracture state based on the unbalance rate (α).

Regarding Example 1 of the present invention, the structure of the rail breakage detection device is shown, and (a) is a schematic block diagram related to the rail breakage detection device installed on a double track section that is a typical example of a railway track, and (b) FIG. 3 is a state transition diagram showing the function of the determination section of the rail breakage detection device. (a) and (b) are both characteristic graphs related to high-speed running in clear weather; (a) shows the unbalance rate α when a high-speed train passes on the vertical axis, and the elapsed time t on the horizontal axis; It is a graph showing the change in the unbalance rate α over time, and (b) shows the change over time, with the vertical axis representing the “change rate γ per hour of the unbalance rate α” and the horizontal axis representing the distance from the transmission point. It is a graph showing the transition state of the hit change rate γ based on the traveling position. Similarly, (a) shows the change over time in the unbalance rate α, and (b) shows the change in the hourly change rate γ for each driving position, both of which are characteristic graphs related to high-speed driving in rainy weather. Similarly, (a) shows the change over time in the unbalance rate α, and (b) shows the change in the hourly change rate γ for each driving position, both of which are characteristic graphs related to low-speed driving on a clear day. Similarly, (a) shows the change over time in the unbalance rate α, and (b) shows the change in the hourly change rate γ for each driving position, both of which are characteristic graphs related to low-speed driving in rainy weather. Regarding the known improvement example 1 for single track among conventional rail breakage detection devices showing the background art, (a) shows an example of rail arrangement on a double track, which is a typical example of a railway track, and (b) shows an example of rail arrangement on a single track section. It is a schematic block diagram concerning the installed rail breakage detection device, and (c) is a detailed block diagram concerning a measurement part and a judgment part. It is a schematic diagram which shows the equilibrium state of a track circuit by an unbalance rate. It is a block diagram which shows the structure of the rail breakage detection apparatus concerning the publicly known improvement example 2 for double tracks among the conventional rail breakage detection apparatuses which show background art. Regarding the above-mentioned known improvement example 2, the operating state of the rail breakage detection device is shown, (a) is the normal state (set unbalanced state), (b) is the rail broken state (large unbalanced state), (c) is the train detection state (small imbalance state). It is a graph in which the distance from the transmission point is plotted on the horizontal axis and the unbalance rate is plotted on the vertical axis, according to the above-mentioned known improvement example 2.

A specific form for implementing the rail breakage detection device of the present invention will be described with reference to Example 1 below.
Embodiment 1 shown in FIGS. 1 to 5 embodies all of the above-mentioned solutions 1 to 6 (claims 1 to 6 originally filed).
Note that when illustrating these figures, detailed and complicated circuits are omitted, and block diagrams are frequently used for the sake of simplification, etc., and only those necessary for explaining the invention and those related to the invention are illustrated.

The specific configuration of Example 1 of the rail breakage detection device of the present invention will be described with reference to FIG.
FIG. 1(a) shows the structure of a rail breakage detection device 80, and is a schematic block diagram of the rail breakage detection device 80 installed on double track sections 11 to 14, which are a typical example of a railway track.
FIG. 1(b) is a state transition diagram showing the function of the determination unit 82 of the device 80.

2(a) to 5(a) are graphs showing changes over time in the unbalance rate α when a train passes, with the unbalance rate α taken as the vertical axis and the elapsed time t taken as the horizontal axis. .
Figures 2(b) to 5(b) show the transition state of the hourly rate of change γ with the vertical axis representing the rate of change γ of the unbalance rate α, the distance from the transmission point as the horizontal axis, and the traveling position reference. This is the graph shown in .
Of these, Figure 2 shows the results when driving at high speed under clear skies, Figure 3 shows the results when driving at high speed under rainy weather, Figure 4 shows the results when driving at low speed under clear skies, and Figure 4 shows the results when driving at low speed under clear skies. 5 is when driving at low speed in rainy weather.

The rail breakage detection device 80 (see FIG. 1(a)) is a partially modified version of the rail breakage detection device 70, which is the publicly known improved example 2 for double tracks, and is different from the rail breakage detection device 70. The above-mentioned measurement units 50 and 51a have become measurement units 81 and 81a, respectively, and the above-mentioned judgment units 60 and 60a have become judgment units 82 and 82a, respectively.
Furthermore, the differences between the measuring section 81 and the determining section 82 and the measuring section 81a and the determining section 82a are the same as those of the rail breakage detection device 70 described above. The question is whether it is 13 & 14.
Therefore, the measurement section 81 and the determination section 82 will be explained in detail without repeating the explanation.

The measuring unit 81 (see FIG. 1(a)) calculates the unbalance rate α, which indicates the degree of unbalanced state as a ratio, from the measured values k1 and k2 of the shunt signals i1 and i2 using the formula [| k1−k2|/(k1+k2)×100%], and also calculates the rate of change γ per hour, which is the degree of change over time of the unbalance rate α. The rate of change per hour γ is theoretically the time differential of the unbalance rate α, but is practically calculated as the time difference of the unbalance rate α. At this time, various noise countermeasures such as local moving averages are also taken, but since the specific methods are well known, a detailed explanation will be omitted. Furthermore, as mentioned above, the rate of change per displacement β is the distance differential of the unbalance rate α, whereas the rate of change per hour γ is the time differential of the unbalance rate α. Even without position information or speed information, it can be easily calculated from the hourly unbalance rate α.

The determination unit 82 (see FIG. 1(a)) determines whether a train is not present in the inspection sections 11c, 12c, 11e, and 12e of the down-line rail pairs 11 & 12, and whether there is a train in any of the inspection sections 11c to 12e. It is designed to distinguish between a state where a train is on the track and a state where a rail is broken, where a rail is broken in any of the inspection sections 11c to 12e. In addition, by performing state transitions not only according to changes in the unbalance rate α, but also according to changes in the per-hour change rate γ, the combination of the unbalance rate α and the per-time change rate γ can be Depending on the change in data, one of the following states is selected: a track presence state, a non-track state, and a rail broken state. Note that, although the hysteresis characteristic is taken into consideration as described above when recognizing and determining state transitions, this characteristic will not be mentioned here in order to avoid complicating the explanation.

Furthermore, since the function of the determination unit 82 can be shown concisely and clearly in a state transition diagram (see FIG. 1(b)), the function of the determination unit 82 will be described in detail with reference to that diagram. .
First, at the start of operation, the unbalance rate α can be obtained immediately, but the acquisition of the hourly rate of change γ, which is calculated by the time difference of the unbalance rate α, is momentarily delayed. The initial state is assigned. Specifically (see FIG. 7 and FIG. 1(b)), when the unbalance rate α is in a small unbalanced state (hereinafter simply referred to as "small") where the unbalance rate α is less than 9.9%, the inspection interval 11c is The state from 11c to 12e is considered to be a "on-line state", and when the unbalance rate α is in a set unbalanced state (hereinafter simply referred to as "medium") of 10.0% to 15.0%, the inspection section 11c to 12e When the unbalance rate α is a large unbalanced state (hereinafter simply referred to as "large") where the unbalance rate α exceeds 15.1%, the state of the inspection sections 11c to 12e is considered to be a "non-rail state". It is said to be in a "broken state".

Thereafter (see FIG. 1(b)), when the unbalance rate α becomes large, the state of the inspection sections 11c to 12e becomes a rail broken state regardless of whether the rate of change per time γ is large or small. In this "rail broken state", the state of the inspection sections 11c to 12e continues to be in the rail broken state as long as the unbalance rate α is large, and when the unbalance rate α becomes medium, the state of the inspection sections 11c to 12e becomes non-balanced. When the state changes to the on-line state and the unbalance rate α becomes small, the states of the inspection sections 11c to 12e change to the on-line state. Therefore, when a train, etc. approaches the transmission points 11aa, 12aa from the rail breakage point, priority is given to detecting the presence of the train, etc., and when the rail breakage condition is resolved by track repair, etc., the rail condition It can be handled automatically.

Unlike such a rail fracture state, in the on-track state and non-on-track state, when determining the state transition destination, in addition to the above-mentioned classification of large, medium, and small according to the unbalance rate α, large and small according to the hourly rate of change γ The classification is also a factor in selecting the transition destination state (see FIG. 1(b)).
Specifically, the minimum value of the hourly rate of change γ at the train entry/exit position (γ in Figure 3 = 5.3 ) and the highest value of the hourly rate of change γ at the transmission point (see γ = 4.5 in Figure 2) with respect to an intermediate value (for example, 4.9). If the value is larger than the median value (=4.9), the hourly rate of change γ is classified as "large," and if the value of the hourly rate of change γ is smaller than the median value (=4.9), the hourly change is The rate γ is now classified as "small."

In addition, to explain in detail the lowest value of the hourly rate of change γ (γ = 5.3), this includes γ = 6.4 and 6.5 in Figure 2 related to high-speed driving on a clear day, and γ = 6.5 on a rainy day. γ = 5.3 and 5.4 in Figure 3 for high-speed driving, γ = 6.4 and 6.5 in Figure 4 for low-speed driving on sunny days, and γ in Figure 5 for low-speed driving on rainy days. =5.3 or 5.4, the smallest value, "5.3" in FIG. 3, corresponds to this value.
Further, the highest value of the rate of change γ per hour (γ = 4.5) is γ = 4.5 in Fig. 2, γ = 4.2 in Fig. 3, and γ = 2.3 in Fig. 4. Among γ=2.1 in FIG. 5, "4.5" in FIG. 2, which is the largest value, corresponds to this.

In the "non-track state", the state of the inspection sections 11c to 12e continues to be the non-track state while the imbalance rate α is medium, but when the imbalance rate α becomes large, the state of the inspection sections 11c to 12e changes. The rail is considered broken. Furthermore, when the unbalance rate α becomes small, the state does not just change immediately, but also checks the magnitude of the time change rate γ, and when the time change rate γ is small, the time change rate γ is transmitted. Since the value corresponds to the value at the time of passing the point and it can be considered that there is no change in state, the non-line state is maintained without a state transition. Then, when the unbalance rate α becomes small and the rate of change per hour γ becomes large, the state is changed to the on-line state.

On the other hand, in the "on-line state", as long as the unbalance rate α is small, the inspection sections 11c to 12e continue to be on the line, but when the unbalance rate α becomes large, the inspection sections 11c to 12e change. The rail is considered broken. Furthermore, when the unbalance rate α becomes medium, the state does not just change immediately, but also examines the magnitude of the rate of change per hour γ, and when the rate of change per hour γ is small, the rate of change per hour γ is also Since it corresponds to the value at the time of passing the transmission point and it can be considered that there is no change in state, the on-line state is maintained without any state transition. Then, when the unbalance rate α becomes medium and the rate of change per hour γ becomes large, the state is changed to the on-line state.

The usage and operation of the rail breakage detection device 80 of this first embodiment will be explained with reference to the drawings.
As mentioned above, Figures 2(a) to 5(a) are graphs showing the change over time in the unbalance rate α when a train passes, and Figures 3(b) to 5(b) are graphs showing the rate of change per hour. These are graphs showing the transition state of γ based on the driving position.Furthermore, Fig. 2 shows the graph when driving at high speed under clear skies, Fig. 3 shows the graph when driving at high speed under rainy weather, and Fig. 4 shows the graph when driving at high speed under rainy weather. Figure 5 shows the results when driving at low speed under clear skies, and Figure 5 shows the results when driving at low speed under rainy weather.

Note that the speed at high speed is assumed to be over 260 km/h, such as the Shinkansen, and the speed at low speed is assumed to be about half that, both of which are faster than maintenance vehicles. Therefore, even if a maintenance vehicle is not subject to a monitoring system such as a bullet train, the rail breakage detection device 80 can detect whether or not the maintenance vehicle is on the track. The details will be explained in detail below.

First, in the normal state where there is no rail breakage and no train running, the unbalance rate α remains medium and the rate of change per hour γ continues to be small, so the determining unit 82 accurately determines that the track is not on the track. (See Figure 1(b)).
On the other hand, if a rail break occurs when there is no train running and the track is not on the track, the unbalance rate α changes from medium to large, so the judgment unit 82 makes an accurate judgment that the rail is broken. (See Figure 1(b)). Note that when the rail breakage is repaired, the unbalance rate α returns to the inside, so that the determination unit 82 determines that the rail is in an appropriate state (see FIG. 1(b)).

Furthermore, even if a rail break occurs while the train is in the inspection section and is on the track, the unbalance rate α changes from small to large, so the judgment unit 82 makes an accurate judgment that the rail is broken. (See Figure 1(b)). To be more specific, if a break occurs at a position before the track position when viewed from the transmission point, the break is immediately detected, and when a break occurs at a position behind the track position when viewed from the transmission point, the train passes the transmission point, although not immediately. Then, the unbalance rate α changes from small to large, and a break is detected at that point.
As long as the rail breakage exists, the unbalance rate α remains high and the determining unit 82 continues to issue a judgment that the rail is in a broken state, but once the rail break is repaired, if the train remains on the track, the unbalance rate Since α returns to small, the determination by the determining unit 82 returns to the appropriate on-track state, and if the train has already been cleared, the unbalance rate α returns to medium, so the determination by the determining unit 82 returns to the appropriate non-on-track state ( (See Figure 1(b)).

Furthermore, when a train enters an inspection section without any rail breakage, regardless of whether it is running at high speed or low speed, on sunny or rainy days (see Figures 2 to 5), the inspection section must first be inspected. When the train approaches the value (see the left end of (b) in each figure), the determination unit 82 determines that the line is in an appropriate state (see FIG. 1(b)).
As long as the train is between the train approach position and the train-undetectable section, the unbalance rate α remains small even if the train not only moves forward but also temporarily stops or retreats, so the judgment by the judgment unit 82 is appropriate. (See Figure 1(b)).

Then, when the train enters the section where trains cannot be detected, the unbalance rate α becomes medium (see the middle parts of Figures 2(a) to 5(a)), but the hourly rate of change γ remains small. Therefore, the judgment by the judgment unit 82 maintains an appropriate on-line state (see FIG. 1(b)). When the train leaves the undetectable section, the unbalance rate α returns to small regardless of whether the train is moving forward or backward (the central part in Figures 2(a) to 5(a) and both ends), and the determination by the determining unit 82 maintains an appropriate on-line state (see FIG. 1(b)).

Furthermore, as the train progresses and reaches the section ends 11b, 12b or 11d, 12d and further exits the inspection section 11c, 12c or 11e, 12e, the unbalance rate α changes from small to medium (Fig. 2(a) ) to both ends of Figure 5(a)), the rate of change per time γ becomes a value larger than the above-mentioned intermediate value (=4.9) (see both ends of (b) of each figure), The determination unit 82 determines that the line is not in an appropriate state (see FIG. 1(b)).

In this way, this rail breakage detection device 80 can detect not only the rail breakage state related to the inspection sections 11c to 12e of the down-line rail pair 11 & 12, but also the train presence state and even the maintenance vehicle.
In addition, although a repetitive and complicated explanation will be omitted, in addition to the rail breakage state related to the inspection sections 13c to 14e of the separate rail pair 13 & 14 on the up line, it is also possible to detect the train presence state and even the maintenance vehicle maintenance vehicle.

[others]
In the above-described determination unit 82 (see FIG. 1(b)), if a train or the like happens to exist in an undetectable section at the time of start, there is a possibility that the non-track state will be selected as the initial state. In that case, advanced functions such as issuing a warning to confirm the train presence status in the section where trains cannot be detected, and transitioning the state from the non-train presence state to the track presence state if necessary according to the operation input of the confirmation result, etc. It is also desirable that the rail breakage detection device 80 be equipped with the same.
However, even if such an extended function is not implemented, at the beginning, if a maintenance vehicle or the like is driven around the track under the supervision of personnel to check the condition and safety of the track, the judgment will be made automatically. The state of section 82 is reset to an appropriate state.

In the above-mentioned known improvement example and further in the embodiment, the measurement unit 50 adds or subtracts the measurement values k1 and k2 in the state of the measurement signal using a dedicated circuit, and then receives the measurement signal (see FIG. 1(c)). ), these measurement signals may be received first and then processed by an appropriate dedicated arithmetic circuit, general-purpose processor, or the like. Furthermore, although the measurement section 50 and the determination section 60 are separate blocks, if the functions of both sections can be performed, there is no need for separate hardware; for example, the determination section 60 and the equilibrium state value calculation section 57 may be realized by one processor, and in addition to these 60 and 57, the addition section 53, the subtraction section 54, and even the reception sections 55 and 56 may be realized by one processor.

10 Double track (railway)
11 & 12 Rail pair (left and right rails, track)
11, 12 Rail 12x Rail fracture 13 & 14 Separate rail pair (left and right rails, track)
13,14 Rail (separate rail)
11a, 12a, 13a, 14a Section end 11aa, 12aa, 13aa, 14aa Transmission point (within section)
11b, 12b, 13b, 14b Section end 11c, 12c, 13c, 14c Inspection section 11d, 12d, 13d, 14d Section end 11e, 12e, 13e, 14e Inspection section 15 Train 20 Rail breakage detection device 21, 22, 24, 26 , 27 Section end short circuit line (connection line)
21aa (21), 23aa (23) Intra-section short circuit line (transmission line)
21a, 21b, 22a, 22b Partial line 21c, 22c, 23c, 24c, 26c, 27c Connection point (divergent point/merging point)
25, 25a, 25b, 25c Unbalancing means 30 Circuit forming member 31, 32, 33, 34 Circuit forming line (connection line)
40 Transmitting section 50, 50a Measuring section 51, 52 Current probe 53 Adding section 54 Subtracting section 55, 56 Receiving section 57 Equilibrium state value calculating section 58, 59 Current probe 60, 60a Judging section 61 State determining section 62 Determining section 70 Rail breakage Detection device 80 Rail breakage detection device 81, 81a Measurement section 82, 82a Judgment section i0 Inspection signal i1, i2, i3, i4, i5, i6, i7, i8 Diversion signal k1, k2, k3, k4 Measured value (measured signal)
k0 Equilibrium state value (calculated value)
α Unbalance rate (calculated value)
β Rate of change per displacement (calculated value)
γ Rate of change per hour (calculated value)

Claims (6)

A plurality of section end short-circuit lines and intra-section short-circuit lines that are attached to a plurality of locations on a rail pair forming a railway track and short-circuit the return current for the left and right rails of the rail pair at each attached location, and the section end short-circuit line and a circuit path forming member that is connected to the intra-section short-circuit line and forms an electric path that circulates together with the rail pair, and a test signal different from a return current to the intra-section short-circuit line via the circuit circuit formation member. a transmitting unit that transmits a signal, a measuring unit that measures a pair of shunt signals related to the test signal on both sides of the connecting point of the circulating circuit forming member for the intra-section short-circuit line, and a measuring unit that measures a pair of shunt signals related to the test signal, In a state where there is no break, it is provided with an unbalancer that moves away from an equilibrium state or brings it into an unbalanced state, and a determination unit that makes a determination regarding a rail break and a train on the track based on the measured values of the paired shunt signals. In the rail breakage detection device,
comprising means for calculating an unbalance rate indicating the degree of the unbalanced state as a ratio from the measured value of the shunt signal, and means for calculating a rate of change per hour based on a change in the unbalance rate over time, The determining means is configured to select any one of a track presence state, a non-track state, and a rail broken state according to changes in the unbalance rate and the rate of change per hour. Rail breakage detection device. At the start of operation, the determining means selects any one of the track presence state, the non-track state, and the rail broken state according to the classification of large, medium, and small according to the unbalance rate, and adopts it as an initial state. The rail breakage detection device according to claim 1, wherein the rail breakage detection device is configured as follows. Claim characterized in that the determination means uses, in addition to the classification of large, medium, and small according to the unbalance rate, the classification of large and small according to the rate of change per hour as a factor for selecting the transition destination state. 2. The rail breakage detection device according to 2. When the determining means is in the on-line state, it maintains the on-line state as long as the unbalance rate classification is small, and even if the unbalance rate classification is medium, even if the hourly rate of change is small. If the on-line state is maintained, and the unbalance rate classification becomes medium, but the rate of change per hour becomes large, the state transitions to the non-on-the-line state, and the unbalance rate classification becomes large. 4. The rail breakage detection device according to claim 3, wherein the rail breakage detection device changes to the rail breakage state when the rail breakage occurs. When the determining means is in the off-line state, the off-line state is maintained as long as the unbalance rate classification is medium, and even if the unbalance rate classification becomes small, even if the hourly rate of change is small. If the non-line state is maintained, and even if the unbalance rate classification becomes small, but the hourly rate of change becomes large, the state transitions to the on-line state, and the unbalance rate classification becomes large. 4. The rail breakage detection device according to claim 3, wherein the rail breakage detection device changes to the rail breakage state when the rail breakage occurs. When the determining means is in the rail broken state, the rail broken state is maintained as long as the unbalance rate is classified as high, and when the unbalance rate is classified as medium, the state transitions to the non-track state. When the classification of the unbalance rate becomes small, the state transitions to the on-line state,
When in the line presence state, the line presence state is maintained as long as the unbalance rate classification is small, and even if the imbalance rate classification is medium, if the hourly rate of change is small, the line presence state is maintained. When the classification of the imbalance rate becomes medium and the rate of change per hour becomes large, the state transitions to the non-track state, and when the classification of the imbalance rate becomes large, the rail breaks. State transition to state,
When in the non-track state, the non-track state is maintained while the unbalance rate classification is medium, and even if the unbalance rate classification becomes small, if the hourly rate of change is small, the non-track state is maintained. is maintained, and when the classification of the unbalance rate becomes small but the rate of change per hour becomes large, the state transitions to the on-track state, and when the classification of the unbalance rate becomes large, the rail breaks. 4. The rail breakage detection device according to claim 3, wherein the rail breakage detection device is configured to make a state transition.

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